INDUSTRIAL TRAINING REPORT 2020

SESSION II 20XX/20XX
MARCH – JULY 20XX

NAME : XXX
STUDENT ID : XXX
FACULTY SV : XXX

BACHELOR OF ENGINEERING(HONS) CIVIL

FACULTY OF CIVIL ENGINEERING
UNIVERSITI TEKNOLOGI MARA SHAH ALAM
 CONTENT

Acknowledgements i
Abstract ii
List of Figures iii
List of Tables iv

Chapter 1 INTRODUCTION
1.1 Objective 1
1.2 Period of Employment 1
1.3 Nature of Appointments 2
1.4 Details of Supervisor 2
1.5 Maintenance, Road Work and Project Involved 2

Chapter 2 ORGANIZATION INFORMATION

2.1 Organization Background 4
2.2 Current JKR Kemaman Divisions 5
2.3 Logo of JKR 6
2.4 JKR Logo Description 6
2.5 Colour of JKR Logo 6
2.6 JKR Vision 7
2.7 JKR Mission 7
2.8 History of Road Division 8
2.9 Objective of Road Division 8
2.10 Function of Road Division 8
2.11 Client Charter 9
2.12 Organization Chart 10
2.13 Administrative System 11

Chapter 3 SUMMARY OF INDUSTRIAL TRAINING ACTIVITY

3.1 Introduction 12
3.2 Weekly Summary of Industrial Training Activity 13

Chapter 4 TECHNICAL REPORT 21

Chapter 4 ROAD MAINTENANCE

4.1 Introduction 22
4.2 Scope of Training 22
4.3 Type of Road Maintenance 23

Chapter 5 SLOPE
5.1 Introduction 32
5.2 Scope of Training 32
5.3 Type of Slope 33
 5.4 Slope Failure 33
5.5 Slope Protection 36

Chapter 6 PAVEMENT WORK

6.1 Introduction 40
6.2 Scope of Training 40
6.3 Equipment 40
6.4 Construction Method 45

Chapter 7 RECOMMENDATIONS 51

Chapter 6 CONCLUSIONS 53

References 54
 ACKNOWLEDGEMENTS

I am grateful with His bless, I managed to complete my industrial training for 8

weeks began from XX XX 20XX until XX XX 20XX at Jabatan Kerja Raya Daerah
Kemaman, Terengganu Darul Iman as required by Faculty of Civil Engineering, UiTM
Shah Alam.

First of all, I would like to thank XX (Industrial Training Supervisor) for her
cooperation and kindness for giving me a chance to experience new things during my
internship. I’m glad to have her as my supervisor who is eager to share with me
about her precious working experiences and patiently answered all my curiosity,
mentoring, guide, and teach me during my training to help me produce a good
industrial training report and logbook. Not to forget, thanks to the faculty supervisor
from UiTM Shah Alam, XX, who had put his effort to come to Kemaman for the visit,
evaluated my logbook, and came up with a helpful suggestion for my technical report.

Besides, I would like to extend my gratitude to all the staff in JKR Kemaman
especially the District Engineer, XX for their warmness welcoming me to be a part of
their family for these 8 weeks. Special thanks to XX (Chief Clerk) who patiently
managed my matters regarding my industrial training. Other staff, assistant engineers
that give a good help are XX, XX, and XX and others who make my industrial life
easier and have a blast.

Last but not least, I would like to express my heartfelt gratitude to my family,
classmates, and practical friends for their support of either morally or financially and
constructive suggestions. Even though they are from different institutions, they give
good cooperation and are very helpful throughout my industrial training.

i
 ABSTRACT

Industrial Training is a compulsory requirement for students in a programme

of Bachelor of Engineering (Hons) Civil UiTM Shah Alam as a part of graduation
requirements. For this session of March 20XX – July 20XX, students that are
involved for industrial training are part 6 and part 7. The period for this industrial
training is eight (8) weeks, starting at XXth XX 20XX until XXth XX 20XX.

This industrial training is a course for undergraduates to increase the level of

graduates able to work and improve the reliability of the market and it gives students
learning opportunities in the world of work. Besides that, students will be having good
preparation and understanding their field profession in the future.

As a part of a compulsory requirement, I have completed eight weeks of

industrial training in a government sector which is Jabatan Kerja Raya (JKR) Daerah
Kemaman. Through the training in this industry, I started to learn and be exposed to
problem solving in both theoretical and practical approaches. Moreover, I have also
increased my knowledge about construction works and improved my soft skill
especially my communication skill with the people in the working atmosphere.

ii
 LIST OF FIGURES

FIGURE PAGE
Figure 2.1 JKR Kemaman location plan 4
Figure 2.3 JKR logo 6
Figure 2.12 JKR Kemaman organization chart 10
Figure 4.3.1.1 Retroreflectivity test using dry method 25
Figure 4.3.1.2(a) Measure the thickness using coins (50 cents) 26
Figure 4.3.1.2(b) Measure the thickness using Marking Thickness 26
Gauge (MTG)
Figure 4.3.1.3 Road marking painting work using thermoplastic 27
marking equipment
Figure 4.3.1.4(a) Rural road specification 28
Figure 4.3.1.4(b) Urban road specification 28
Figure 4.3.3 Equal Safety Curve 29
Figure 4.3.3.1 Damage due to theft 29
Figure 4.3.3.3 Measurements for guardrail 30
Figure 4.3.4 Marking the pothole for repairing purpose 30
Figure 5.4.1(a) Type of slope failure 34
Figure 5.4.1(b) Different ways of rotational failure 34
Figure 5.5(a) Use of GI Pipe to stabilize gabion wall 37
Figure 5.5(b) Gabion is arranged between the GI Pipes 38
Figure 5.5(c) Types of slope drain 39
Figure 5.5(d) Water movement of slope drain 39
Figure 6.3(a) Power Broom 41
Figure 6.3(b) Asphalt Mixing Plant 42
Figure 6.3(c) Asphalt Paver 43
Figure 6.3(d) Pneumatic Tyred Roller 44
Figure 6.3(e) Steel Wheeled Tandem Roller 44
Figure 6.4(a) Aggregates Stockpile 46
Figure 6.4(b) Construction Joints 48

iii
 LIST OF TABLES

TABLE PAGE
Table 1.5.2 Project details 3
Table 3.2 (a) Summary of industrial training activities during week 1 14
Table 3.2 (b) Summary of industrial training activities during week 2 15
Table 3.2 (c) Summary of industrial training activities during week 3 16
Table 3.2 (d) Summary of industrial training activities during week 4 17
Table 3.2 (e) Summary of industrial training activities during week 5 18
Table 3.2 (f) Summary of industrial training activities during week 6 19
Table 3.2 (g) Summary of industrial training activities during week 7 20
Table 3.2 (h) Summary of industrial training activities during week 8 21
Table 4.3.1.4 Configuration type of crack sealing material. 25
Table 5.5 Wire specifications for gabion 38
Table 6.4 Requirements of compacted density for Asphaltic 50
Concrete

iv
 CHAPTER 1

INTRODUCTION

1.1 OBJECTIVE

The objectives of Industrial Training are:

i. Appreciation of client’s requirements.

ii. Participation in coordination meetings with different disciplines.
iii. Attending the site visits.
iv. Interpretation and checking of construction drawing produced by the
company.
v. Involves in project management (coordination between third parties,
internal coordination, scheduling, documentations, logistic, erections,
mobilization, tendering, safety requirement and etc.)

1.2 PERIOD OF EMPLOYMENT

The staff working for the Jabatan Kerja Raya (JKR) Daerah Kemaman
is starting from Sunday to Thursday. On Sunday to Wednesday, working
hours start from 8 am to 5 pm while on Thursday, the working hours start at 8
am until 3.30 pm. Friday and Saturday are the weekend.

Industry training that has been conducted in JKR Kemaman is only for
8 weeks. I report to the JKR Kemaman on XXth XX 20XX which is on
Sunday.

1
1.3 NATURE OF APPOINTMENTS

After reporting at the office of the JKR Kemaman, XX as an assistant

road engineer and also my industrial supervisor gave my work schedule
during the JKR Kemaman. I was placed under the road department from XXth
XX 20XX to XXth XX 20XX.

1.4 DETAILS OF SUPERVISOR

Name : XX
Company : JKR Daerah Kemaman, Terengganu.
Position : Senior Assistant Engineer (J36).
Educational Background : Bachelor of Engineering (Hons) Civil, UTM.

1.5 MAINTENANCE, ROAD WORK AND PROJECT INVOLVED

1.5.1 Maintenance and road work

The roads involved in the maintenance works are:

i. Jalan Cempaka, Bukit Kuang,

ii. T6, Kampung Kijal,
iii. Hadapan Pejabat Kastam, Kuala Kemaman,
iv. T124, Hadapan Pejabat Perikanan, Kuala Kemaman,
v. T13, Kampung Payoh,
vi. Laluan Persekutuan 237, Jalan Air Putih, Hadapan SK Pusat,
vii. Jalan Padang Kemunting,
viii. Jalan Jerangau - Jabor, Padang Kubu,
ix. Laluan Persekutuan 3, Teluk Kalong,
x. Jalan Jakar – Jalan Nyior Mawar, Dusun Nyior,
xi. Jalan Bukit Sagu, Cerul.

1.5.2 Project

The project involved is:

i. Cadangan Merekabentuk, Membina dan Menyiapkan Jalan 6

Lorong Serta Kerja-Kerja Mendalamkan dan Melebarkan

2
 Sungai di Tapak Pembangunan Bandar Baru Kijal (Fasa 2),
Daerah Kemaman, Terengganu

PROJECT DETAIL

Basic Information

Topic Cadangan Merekabentuk, Membina Dan Menyiapkan

Jalan 6 Lorong Serta Kerja-Kerja Mendalamkan Dan
Melebarkan Sungai Di Tapak Pembangunan Bandar
Baru Kijal (Fasa 2), Daerah Kemaman, Terengganu.

Contract No. JKRNT (T) K/11/2018

Monitoring Information

Supervisor Perunding Irzi Sdn Bhd

Project Director Pengarah Kerja Raya Negeri Terengganu

Client Kerajaan Negeri Terengganu

Monitoring Methods Design and Built

Vice Project Director Jurutera Daerah, JKR Kemaman

Contractor Information

Contractor Hexatrend Sdn Bhd

PKK NO. 1990707-JH052861

Class G7

Status Bumiputera

Address Lot 14019, KM 121/2, Bukit Perapit, Jalan Kelantan, 21060

Kuala Terengganu.

Financial Information

Original Contract Cost RM 189, 000, 000. 00

Current Contract Cost RM 189, 000, 000. 00

Work Information

Site Owned by Date 11th April 2018

Completion Date 10th October 2021

Table 1.5.2(a): Project details.

3
 CHAPTER 2

ORGANIZATION INFORMATION

2.1 ORGANIZATIONAL BACKGROUND

JKR Kemaman is located in the Southern Division of the State of Terengganu

and is one of the gateways to the State of Terengganu. In general, the location is
bordered by Dungun District in the north and while in the south it borders Kuantan,
Pahang.

Source: GoogleMyMaps

Figure 2.1: JKR Kemaman location plan.

From the genealogy obtained by the JKR Kemaman commenced service in

January, 1962 led by Ir. Mr. Ahmad Huges. Originally located at Jalan Abd. Rahman,
Chukai, Kemaman. The building used for this operation was once used to store rice/

4
food during the Second World War. Until now, there are 22 District Engineers or
formerly known as Senior Working Engineers serving in JKR Kemaman.

The JKR Kemaman is the District Public Works Department which represents
or is under the Terengganu State Public Works Department headquartered in Kuala
Terengganu. Currently, the JKR Kemaman operates under two roofs, namely
administrative and management matters at the Jalan Sentosa Government Offices
Complex which houses the Administration & Finance, Road & Building division, while
the Old Office at Jalan Abdul Rahman is used by the Road & Bridge Maintenance
Unit, Building, Deposit and Workshop Maintenance.

The strength and smooth management of the department is excellent due to

the backbone that always provides solid support and assistance starting from the
Head of Unit and all staff.

2.2 CURRENT JKR KEMAMAN DIVISIONS

JKR Kemaman located at Jalan Gong Limau, Chukai, Kemaman. This

department is headed by the District Engineer, XX.

JKR Kemaman consists of several divisions/ units, namely the Administration

Unit, Finance Unit, Building Unit, Electrical Unit, Corporate Unit and Road Unit. The
coordination of this department received support services from the Head of Division
and all staff with a total of 142 people.

For administrative units led by Administrative Assistant Grade N22 (3),

Administrative Assistant Grade N17 (3), Customer Service Officer Grade N17 (1),
Operations Assistant (1), Cloud Assistant (1) and Skills Assistant (1).

The Finance Unit is headed by the Administrative Assistant Grade W22 (2)
and the Administrative Assistant Grade W17 (2). Apart from that, the Building Unit is
headed by Building Engineer (JB) (J44), Contract Engineer Grade J41 (1), Assistant
Architecture Officer Grade JA29 (1), Planner Grade JA22 (2), Assistant Contract
Engineer & Survey Materials Grade JA29 and Administrative Assistant Grade N17
(1), Assistant Engineer (PJ) Grade JA29 (15), Administrative Assistant Grade N17
(1), Skills Assistant Grade H17 / H22 (4), Driver Grade R3 (1), Cloud Assistant Grade
H11 / H14 (4) and Operations Assistant (2).

While the Electrical Unit is headed by Assistant Engineer (PJ) Grade 29,
Skills Assistant (6) and Driver R3 (1). The Corporate Unit is headed by PJ Grade

5
JA29 (2), Administrative Assistant Grade N22 (1) and Administrative Assistant Grade
N17 (1).

Road Unit led by Road Engineer (JJ), XX Grade JA41 and assisted by Senior
Assistant Road Engineer, XX Grade J36 (CFS). Assistant Engineer Grade JA29 (14),
Civil Assistant (20), Driver Grade H14 (3), Driver H11 / H14 (19), Skill Assistant
Grade H17 (2), Care (1), Administrative Assistant Grade N17 (1), Skill Assistants
Grade H22 (1) and Grade H17 / H22 (3) and Operations Assistants (PO) (2) and
Public Assistants (1).

2.3 LOGO OF JKR

Source: http://jkrkemaman.terengganu.gov.my/

Figure 2.3: JKR Logo

2.4 JKR LOGO DESCRIPTION

i. Generally, the logos displayed reflect the diversity of the field of work
entrusted to the JKR.
ii. Starting from the bottom, black curves symbolize providing clean water
and reflect JKR is a dynamic organization.
iii. Lines are coloured black arch shaped symbol shows construction-related
work and maintenance of the bridge and also reflects the JKR as an
organization that became the leading country to perform engineering
work.
iv. The straight line in black on the line-shaped arch symbolizes a
commitment to implement the National road network.

6
 v. Fourteen lines located above the straight line represent involvement to
perform building work covering 14 states and federal territories of
Malaysia.

2.5 COLOUR OF JKR LOGO

The colours of the logo JKR also have meanings of their own, namely:

• Yellow symbolizes manhood JKR brands as an organization that

reflects the image of the oldest established and matures in achieving
its objectives.

(Color Code: yellow- Autofinish Golden Yellow-ICI 456)

• Black symbolizes the strength / quality of union branches in the JKR

organization entrusted to implement development projects.

(Color Code: Black-Autofinish Black- ICI 122)

• Gray represents the existence of the values of capital insane in

providing services.

(Color Code: Gray Autofinish Admirally- ICI 105)

2.6 JKR VISION

We will become a world-class service provider and centres of excellence in

the field of asset management, project management and engineering for the
development of national infrastructure based on creative talent and innovative
technology.

2.7 JKR MISSION

JKR mission is to contribute to national development by:

• Help our customers realizing policy objectives and deliver services

through collaboration as a strategy partner.
• Standardization of processes and systems to deliver results consistent
service.

7
 • Provides asset management services and effective and innovative
projects.
• Strengthen existing engineering competency.
• Develop human capital and new competencies.
• Upholding integrity in providing services.
• Build a harmonious relationship with the community.
• Preserving the environment in the delivery of services.

2.8 HISTORY OF ROAD DIVISION

The Road Division is led by a very firm and very professional Road Engineer,
En. Mohd Adam Farhan bin Mohd Farid. The road section consists of several
functions namely Project Management, Concession, Road Maintenance, Workshop,
Roadside Development (drain, lawn, shoulder etc.) and Coordination & Support
Services. Each function is headed by an Assistant Engineer Grade JA29.

Concession refers to the cooperation between JKR Kemaman and other

agencies namely Roadcare and Norlan United. Roadcare is the person responsible
for managing Federal roads while Norlan United manages State roads.

2.9 OBJECTIVE OF ROAD DIVISION

To provide federal and state road and bridge infrastructure to meet the needs
of national development, to coordinate the construction and repair of roads and
bridges in rural areas to establish links to developing areas and to ensure that roads
and bridges exist maintained, repaired and improved quality perfectly so that for a
safe and comfortable trip.

2.10 FUNCTIONS OF ROAD DIVISION

2.10.1 Administration and Office Management

i. Manage files, correspondence and circulars

ii. Manage reports related to divisions and projects
iii. Manage meetings related to divisions and projects

2.10.2 Project Management and Maintenance

8
 i. Plan the construction of new road network and upgrade existing
roads
ii. Perform the work of preparing tender desk documents
iii. Coordinate the work carried out by the consultant
iv. Conduct monitoring of work progress, quality and project finances
v. Carry out auditing work on project documentation, implementation
and products
vi. Maintain existing road network including allocation control and
distribution
vii. Review, review and approve roadside development applications
viii. Involved in coordinating design, land acquisition & compensation
and development allocations and managing road projects.

2.11 CLIENT CHARTER

• To provide quality professional services in planning, design,

implementation and management of all projects.

• Take appropriate action on all complaints or applications within the

following:

• Fallen trees: 24 hours

• Holes (potholes) on the road: 24 hours
• Landslides: 24 hours
• Electrical repairs, minor: 24 hours
Minor works: A.S.A.P- follows the provisions
• Emergency repair of buildings: 24 hours
• Renovation of the building: 4 weeks

• Member Roadside Development Application review within 2 months

after receipt of complete documents.

• All scheduled road closures will be announced through the media for
at least 3 days in advance.

• For federal project evaluation about less than RM50 million and is
subject to the complexity of the project, implementation period from
the date of receipt of complete project brief is to be completed as soon
as possible and not exceed:

• 20 months for the standard plan

9
 • 24 months for new designs

• For federal projects of a value of more than RM50 million and is

subject to the complexity of the project implementation period from the
date of receipt of complete project brief is to be completed as soon as
possible and not later than:

• 22 months for the standard plan

• 36 months for new designs

10
2.12 JKR KEMAMAN ORGANIZATION CHART

11
2.13 ADMINISTRATIVE SYSTEM

JKR Kemaman is divided into four (4) divisions, namely Building, Road,
Contract and Administration.

The Building Division is responsible for overseeing the construction work of

buildings under the authority of the state, Federal and Education Government such
as the construction of mosques, residential quarters and others. In addition, projects
such as computer labs, construction of school buildings and all related by Education
will be fully supervised by Education.

At JKR Kemaman, the technical staff here and at the project site are called
the Superintendent (S.O) who is responsible for overseeing any Malaysian
Government project implemented by the Contractor.

The Road Division is responsible for the road network system either to
maintain the existing road or to be built by the Contractor. However, the road section
work at JKR Kemaman is more focused on maintenance work. There are three (3)
maintenance operations carried out here, namely:

i. Routine Maintenance
ii. Periodic Maintenance
iii. Emergency Maintenance

The Contract Division is generally responsible for the tender opening work. In
JKR Kemaman, there are three (3) methods that are practiced during the job offer or
tender process, namely:

i. Tender
ii. Quotation
iii. Vote work

The Administration Division will handle work related to matters in the office
such as payment for projects conducted under the management of JKR Kemaman,
correspondence and matters related to employees in JKR Kemaman.

12
 CHAPTER 3

SUMMARY OF INDUSTRIAL TRAINING ACTIVITIES

3.1 INTRODUCTION

This chapter will be shown on the summary of the activities performed during
the 8 weeks of industrial training under the guidance of Jabatan Kerja Raya (JKR)
Daerah Kemaman. All activities during that period have been recorded in the logbook
provided by the university. The goal of the weekly summary is for students to write
some notes about daily activities to facilitate students to make a more complete
report. In addition, to assist the supervisor assess student performance and help
lecturers assess student work or activities.

13
3.2 WEEKLY SUMMARY OF INDUSTRIAL TRAINING ACTIVITIES

WEEK : 1

Date Summary of Work / Daily Activities

From To ● Reporting to undergo industrial training at

administration and road department.
19/07/.2 23/07/.20
0 ● Attend briefings held for practical students for
information on dress code, working hours, routine,
work covered by department and on-going project.
● Site visit at Bukit Kuang for road and shoulder
widening of existing T-intersection due to
development of new residential area & workout on
possible and alternative solution to solve
obstruction problem (utility pole) in working area.
● Site visit at Kampung Kijal for project and progress
monitoring, construction observation of drainage
installation and study of construction means, culvert
bedding and components (According to JKR
Specification).
● Retirement ceremony for JKR staff.
● Site visit at Bandar Baru Kijal Fasa 2 for project
progress monitoring.

*MC on 23/07/.20
Table 3.2 (a): Summary of industrial training activities during week 1.

14
WEEK : 2

Date Summary of Work / Daily Activities

From To ● Site visit at Kuala Kemaman for work observation

and monitoring on premix surface repair works and
26/07/.2 30/07/.20
study the ideal flexible pavement structure
0
(According to JKR Specification).

● Site visit at Kuala Kemaman for observation of

overlaid premix thickness verification and study the
criteria and method of sampling for thickness
verification.
● Site visit at Kampung Payoh for work observation
and monitoring on premix surface repair works and
study the pavement treatment applied on-site;
Overlay (According to JKR Specification).
● Site visit at Bandar Baru Kijal Fasa 2 for progress
monitoring on installation of bridge parapet wall and
study its function and types of parapet that
commonly used.

*Public holiday (Eid al-Adha) on 30/07/.20

Table 3.2 (b): Summary of industrial training activities during week 2.

15
WEEK : 3

Date Summary of Work / Daily Activities

From To ● Study the work instruction manual of w-beam

guardrails, calculate the installation length and
02/08/.2 06/08/.20
know the different types of end terminal treatment.
0
● Check and review the pictorial report prepared by
the contractor.
● Site visit at Bandar Baru Kijal Fasa 2 for work
observation and monitoring on crusher-run layering
as a road base.
● Site visit at Bandar Baru Kijal Fasa 2 for
observation on installation of traffic detector and
study the mechanism of crack sealant in treating
minor pavement cracks.
● Revise the test procedure of field density test
(FDT).
● Site visit at Bandar Baru Kijal Fasa 2 for
observation on FDT conducted on compacted road
base; CBR & Sand Replacement Test.

*Public holiday (Eid al-Adha) on 02/08/.20

Table 3.2 (c): Summary of industrial training activities during week 3.

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WEEK : 4

Date Summary of Work / Daily Activities

From To ● Site visit at Bandar Baru Kijal Fasa 2 for

observation on installation of pipe to convey water
09/08/.2 13/08/.20
from road surface to road side drain and study the
0
different types of road drainage system.

● Site visit at Bandar Baru Kijal Fasa 2 for work

observation and monitoring on premix (ACW 14)
layering as wearing course and study the road
design.
● Calculate the quantities required for road marking
and premix layering for premix surface repair works.
● Site visit at Bandar Baru Kijal Fasa 2 for
construction observation of curbs along the road
side and study the function and types of curbs used
in Malaysia.
● Site visit at SK Pusat for construction observation
and work monitoring on curbs installation, check the
traffic management plan (TMP) on work area and
revise the proper TMP as per JKR requirement.
● Site visit at SK Pusat for discussions on stagnant
water problems arising from the construction of
curbs and the study of problem areas for possible
solution.

Table 3.2 (d): Summary of industrial training activities during week 4.

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WEEK : 5

Date Summary of Work / Daily Activities

From To ● Site visit at Kuala Kemaman for observation on

Retro-reflectivity Test using dry method, measuring
16/08/.2 20/08/.20
the road marking thickness and studying the
0
mechanism, requirements and different test method
available for RT.

● Site visit at Bandar Baru Kijal Fasa 2 for work

observation and monitoring on premix (ACW 14)
layering as wearing course and study the
specification and requirement of road marking and
road furniture.
● Site visit at SK Pusat for progress monitoring on
installation of curbs and study the Cold In-Place
Recycling (CIPR) work flow of pre and during
construction as one of the options available for
major treatment of pavement.
● Site visit at Bandar Baru Kijal Fasa 2 for work
observation and monitoring on premix (ACW 14)
layering as wearing course, get known the
machineries involved during the process and study
the mill and pave work flow of pre and during
construction.

*Public holiday (Awal Muharram) on 20/08/.20

Table 3.2 (e): Summary of industrial training activities during week 5.

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WEEK : 6

Date Summary of Work / Daily Activities

● Site visit at Bandar Baru Kijal Fasa 2 for work
From To
observation and monitoring on painting road
23/08/.2 27/08/.20
marking work, get known the material and tool used
0
and study the different types of road marking.
● Conduct Customer Satisfaction Index (CSI) survey
at petrol station; Shell Batu 21/2. Key in data
collected from the survey for analysis purposes.
● Site visit at Padang Kemunting for progress
monitoring and construction observation on culvert
installation and sump construction.
● Site visit at Bandar Baru Kijal Fasa 2 for work
observation and monitoring on premix (ACW 14)
layering as wearing course and checking premix
temperature at 3 required phases (loading, laying
and compacting).
● Site visit at Bandar Baru Kijal Fasa 2 for work
observation and monitoring on grass plantation and
parapet painting work and study the overlay work
flow of pre and during construction.

*Absent (attend the funeral of my aunt at Kota Bharu,

Kelantan) on 25/08/.20
Table 3.2 (f): Summary of industrial training activities during week 6.

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WEEK : 7

Date Summary of Work / Daily Activities

From To ● Site visit at Bandar Baru Kijal Fasa 2 for work

observation and monitoring on installation of bridge
30/08/.2 03/09/.20
handrail, join district engineer to inspect the work
0
that has been completed before project pre-
submission quality check.

● Site visit at Padang Kubu for progress monitoring

on slope repair and culvert replacement works.
● Visit by Faculty Supervisor, Ts. Dr. Abdul Samad
bin Abdul Rahman.
● Site visit at Hamzah Ibir Sdn. Bhd., Teluk Kalong for
observation on concrete cube testing and study the
satisfactory and unsatisfactory failure of cube
specimens
● Site visit at Hanson Quarry (Terengganu) Product
Sdn. Bhd., Paka for plant trial for periodic pavement
maintenance work 2020.
● Site visit at Geliga for work observation and
monitoring on premix (ACW 14) layering as wearing
course.
● Site visit at Bandar Baru Kijal Fasa 2 for work
observation and progress monitoring on painting
road marking work and study the specification of
road marking (According to JKR Specification).

*Public holiday (National Day) on 31/08/.20

Table 3.2 (g): Summary of industrial training activities during week 7.

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WEEK : 8

Date Summary of Work / Daily Activities

From To ● Farewell party for intern students that will finish their
internship soon.
06/09/.2 10/09/.20
0 ● Site visit at Teluk Kalong for temporary opening of
guardrail requests for the purposes of entry and exit
of logging trucks.
● Site visit at Dusun Nyior for observation on FDT
conducted on compacted road base; CBR.
● Site visit at SK Pusat for work observation and
monitoring on premix (ACB 28) layering as binder
course.
● Site visit at Kampung Kijal for measuring the length
and inspecting the defect on finished culvert
installation work.
● Attend department meetings.
● Site visit at SK Pusat for work observation and
monitoring on premix (ACW 14) layering as wearing
course.
● Site visit at Bukit Sagu for quality check on finished
culvert installation work.

 Prepare meeting minutes for the floating jetty

project at Pangkalan Maritim Kemaman.
Table 3.2 (h): Summary of industrial training activities during week 8.

21
 TECHNICAL REPORT

INTRODUCTION

This chapter will be stated on observation and involvement in technical work

during the industrial training. During that period, I was involved in several ongoing
works and a project under the supervision of Road Division, JKR Kemaman. The
project involved construction and completion of 6 lane road and river deepening and
widening at Bandar Baru Kijal (Phase 2). Other works have been done are pavement
and slope maintenance. Thus, this report may consist of the nature of work –design,
supervision, investigation commissioning, maintenance, supply, management, and
construction.

22
 CHAPTER 4

ROAD MAINTENANCE

4.1 INTRODUCTION

The purpose of road maintenance is to:

• Ensure the surface and road environment always provide comfortable and
safe driving.
• Ensure the road structure has sufficient strength to accommodate the
traffic load.
• Restore routes at an immediate rate in the event of unexpected events
such as landslides and so on.

The Federal Road Maintenance Privatization Agreement has

stipulated that maintenance on Federal Roads is carried out by
concessionaires with a scope of work covering routine maintenance, periodic
maintenance and emergency maintenance.

Meanwhile, for State Roads, road maintenance is under the State

PWD and all allocations are obtained from the PWD headquarters in Kuala
Lumpur.

4.2 SCOPE OF TRAINING

During the training at JKR Kemaman, students were exposed to road

maintenance work such as repairing potholes, guardrail maintenance, and
painting road marking works. Students are given the task to inspect the
damage to the road and road furniture and visit and take measures for road

23
 damage, observe the whole process of treating the damage and even given
the opportunity to make a price estimate to repair the damage. This chapter
explains about the types of damage and how work is done for road
maintenance.

4.3 TYPES OF ROAD MAINTENANCE

4.3.1 Crack Sealing

In the privatization agreement, item R013.3 Specification for Routine

Maintenance Works describes cracks are partial or complete cracks in the
surface of the pavement formed in various patterns, ranging from isolated
single cracks to the connected cracks covering the entire surface of the
pavement.

4.3.1.1 Effects if flatness is not repaired:

• Causes the bitumen that envelops the rocks to come off, thus reducing
the strength of the pavement material.
• The traffic load causes the pressure to spread to areas that have not yet
cracked, thus forming new cracks.
• Weakening the road base and sub-base layers, and subsequently the
subgrade layer, it increases damage to the pavement surface.

4.3.1.2 Crack Sealing Material:

• Cold-applied polymer modified bitumen emulsion

• Hot-applied polymer modified bitumen
• Chemically cured thermosetting materials

4.3.1.3 Crack Preparation

Before crack sealing is implemented, cracks must be free of all dirt,

dust, debris, moisture, and foreign materials. The surface to be applied to
Crack Sealant should be clean and dry, obtained by using compressed air
and a blow pipe. The affected area should be clean and dry until the sealing
process is complete. The provision of a reservoir over cracks allows the
expansion and contraction of crack sealant. The reservoir will also ensure that
the crack sealant penetrates the cracks in sufficient amounts. The reservoir is
cut into cracks using a pavement cutter. When the cutting is complete,

24
 compressed air (hot or cold) or a wire-powered steel wire brush should be
used to remove dust resulting from the cutting operation.

4.3.1.4 Application Method

Crack sealing material can be used to treat cracks in four (4) different
configurations as follows:

Flush Fill
• In flush fill configuration, crack sealing
material is inserted into existing
cracks, without cutting and excess
sealing crack material

Reservoir
• In reservoir configuration, crack
sealing material is inserted into the cut
cracks. The material is inserted at once either
evenly or slightly below the surface

Overband
• In overband configuration, crack
sealing material is inserted into uncut
cracks. The material is formed into a
strip using a rubber blade squeegee
or sealing shoe to level the material
as a strip and make the bond strong.

Combination (Reservoir dan Overband)

• In combination, crack sealing material
is placed inside and on top of the
cracks that are not cut. Squeegee is
used to form the material as a strip
over the reservoir cut above the

25
 crack.

Table 4.3.1.4: Configuration type of crack sealing material.

4.3.2 Road Lines

Road lines are devices or materials used on road surfaces consisting

of elongated and horizontal lines, as well as road markers such as symbols,
arrows and words. It serves to control and ensure the smooth and smooth
flow of traffic, alert and convey information to road users.

The guidelines that need to be referenced regarding road lines are as

follows:

i. JKR / SPJ / 2012-S6, Standard Specification for Road Works -

Section 6: Road Furnitures - Sub-section 6.3: Road Marking
ii. Ream - GL 8/2004, Guidelines on Traffic Control and Management
Device - Part 4: Pavement Marking and Delineation.

4.3.1.1 Material used

The material used to ensure light reflecting lines is Glass Beads to

increase the light reflection of the road surface, either in dry conditions or
bash, as a guide, light reflecting materials (Glass Beads) should have the
following characteristics:

i. Dry reflectivity: Minimum refractive index * 1.9

ii. Wet reflectivity: Minimum refractive index * 2.4

26
 Figure 4.3.1.1: Retroreflectivity test using dry method.

4.3.1.2 Thickness & Quantity of Glass Beads Above the Road Line
Surface

The quantity of glass beads is set not less than 400 g/m² to reach the
minimum level. Drops of drop-on glass beads are also set equally (50-50).

Thermoplastic material is set to be spread at a thickness of 2 - 5 mm

to ensure more drop-on glass beads adhere more firmly to the surface of the
road line as well as increase the durability of the road line.

Figure 4.3.1.2(a): Measure the thickness using coins (50 cents).

Figure 4.3.1.2(b): Measure the thickness using Marking Thickness Gauge (MTG)

27
 4.3.1.3 Types of Road Markers
i. Long Road Lines
ii. Crossing Road Lines
iii. Other Road Lines Markers

Figure 4.3.1.3: Road marking painting work using thermoplastic marking equipment.

4.3.1.3

28
4.3.1.4 Dimensions of Road Lines in Malaysia Based on REAM - GL
8/2004

Figure 4.3.1.4(a): Rural road specification.

29
 Figure 4.3.1.4(b): Urban road specification.

4.3.3 Guardrail

According to REAM - GL 9/2006, the need to install guardrail depends

on the height and slope of the embankment. For example, if the slope of the
embankment with a height of 9 meters and ratio of vertical to horizontal is 1:
2, then the road barrier should be installed. However, if the slope of the 9
meters embankment is only 1: 4, then the road barrier should not be installed.
(refer to the table below)

Figure 4.3.3: Equal Safety Curve

4.3.3.1 Guardrail Problems & Damage Factors

• Often damaged as a result of vandalism
• Often stolen
• Installation error
• Can stab accident victims

30
 Figure 4.3.3.1: Damage due to theft.

4.3.3.2 How to Overcome Theft Problem

• Using non-metallic roadblocks.
• Install anti-theft bolt & nut.
• Spot welding on all bolts & nuts.

4.3.3.3 Types and Sizes of Guardrail

Guardrail have sections and measurements have been set for

each installation, to view the sections and measurements please refer
to the appendix for road block project drawings: -

Figure 4.3.3.3: Measurements for guardrail.

4.3.4 Repairing Potholes

Potholes dimension is not less than 200 mm in diameter (but not

exceeding 100 mm) and not less than 25 mm deep. Larger holes are
considered to be due to weaknesses in the pavement structure and are
treated under a periodic maintenance program.

31
 Figure 4.3.4: Marking the pothole for repairing purpose.

4.3.4.1 Pothole Repairing Work Process:

i. The pothole area is marked and cleaned.
ii. The area around the pothole is cut 150 mm from the side of
the pothole and forms a rectangle using a pavement cutter.
iii. Dredging material is removed from the construction area
iv. Tack coat is sprayed uniformly in the range of 0.25 to 0.55
litres/m².
v. Excess tack coats should be dried to prevent leakage.
vi. Usually use hot mix
vii. 90-100% Marshall Density, adequately compressed.
viii. Insufficient compaction or material causes the patch to be
inconsistent with the existing pavement surface.

32
 CHAPTER 5

SLOPE

5.1 INTRODUCTION

Slope is a surface of which one end or side is at a higher level than

another either a rising or falling surface. Slope height can reach one meter,
several meters or several hundred meters. The slope of the slope can be
estimated between 10 degrees to 90 degrees. There are several slopes that
occur naturally or man-made. In road construction, especially in hilly areas
slope cuts are inevitable to save costs. Roads built on slope cliffs cause many
problems in terms of slope failure. This failure is due to the weather
conditions in our country which always receives heavy rainfall. So, to reduce
or control this slope failure problem, various key principles used in soil
mechanics and geology in dealing with this problem, engineers will design the
slope with a safe and practical design to reduce slope failure problem.

5.2 SCOPE OF TRAINING

During the training at JKR Kemaman, I was exposed to the factors

that cause slope damage and failure and most of them occur due to natural
factors such as heavy rains and floods. Apart from that, I was also briefed and
taken to the slope repair project site for exposure on the work process to
ensure that the failed slope can be repaired and safe for use by users.
Various methods used by JKR Kemaman to stabilize the slope.

33
5.3 TYPES OF SLOPE

5.3.1 Natural Slopes

This slope exists on the surface of the earth without being formed by
humans. Usually this slope exists in hilly areas. Natural slopes are formed
through long-term processes and are still active for deformation and some are
formed through short-term and inactive processes for deformation. Slopes
that have been stable for a long time can also experience sudden failure and
this may be due to several factors including:

i. External disturbances due to cut and fill on nearby ground or

slopes can result in changes in the balance of forces.
ii. External disturbances (earthquakes / vibration).
iii. Increased pore water pressure in the slope caused by ambient
conditions.
iv. Weathering factors where processes can occur at a rapid rate and
need to be considered in the design process. Therefore, it is
important to take into account the possible continuity of weathering
in the future.

5.3.2 Artificial Slope

Artificial slopes are slopes made for the purpose of protection. Artificial
Slope consists of three categories.

i. Slope Cut
ii. Pond Slope.
iii. Cover Slope

5.4 SLOPE FAILURE

i. Trigger factors: rain, human activity and earthquakes.

ii. Controlling factors: properties of rock and soil, slope hydrogeology and
slope configuration.

The following geological information is necessary in the analysis of

rock slope stability:

• The topography of the area

• Degree of weathering of basic rocks

34
 • Orientation of geological structures
• Weather profile
• Standard structure in residual soil

5.4.1 Types of Common Failure on Slopes

Figure 5.4.1(a): Type of slope failure.

Slope failures are generally of four types:

i. Rotational Failure
• In the case of rotational failure, the failure occurs by rotation along a slip
surface and the shape thus obtained in the slip surface is curved. Failed
surface moves outwards and downwards.
• In homogeneous soils, the shape is circular while in case of non-
homogeneous soils it is non-circular.
• Rotational failure may occur in 3 different ways:

Figure 5.4.1(b): Different ways of rotational failure.

• Face failure occurs when soil above the toe contains weak
stratum. In this case the failure plane intersects the slope
above the toe.
• Toe failure is the most common failure in which a failure plane
passes through the toe of slope.

35
 • Base failure occurs when there is a weak soil stratum under
the toe and failure plane passes through the base of slope.
• Rotational failure can be seen in finite slopes such as earthen dams,
embankments, man-made slopes etc.

ii. Translational Failure

• Translation failure occurs in the case of infinite slopes and here the failure
surface is parallel to the slope surface.
• A slope is said to be infinite, when the slope has no definite boundaries
and soil under the free surface contains the same properties up to
identical depths along the slope.
• As said above, when the soil along the slope has similar properties up to
a certain depth and soil below this layer is strong or hard stratum, the
weak topsoil will form a parallel slip surface when failed.
• This type of failure can be observed in slopes of layered materials of
natural slope formations.

iii. Wedge Failure

• Wedge failure also known as a block failure or plane failure generates a
failure plane that is inclined.
• This type of failure occurs when there are fissures, joints, or weak soil
layers in slope, or when a slope is made of two different materials.
• It is more similar to translational failure but the difference is that
translational failure only occurs in case of infinite slopes but wedge failure
can occur in both infinite and finite slopes.

iv. Compound Failure

• A compound failure is a combination of translational slide and rotational
slide.
• In this case, the slip surface is curved at two ends like a rotational slip
surface and flat at the central portion like in translational failure.
• The slip surface becomes flat whenever there is a hard soil layer at a
considerable depth from toe.

36
5.5 SLOPE PROTECTION

The purpose of slope protection is to protect the slope from:

• Soil erosion due to water flow on the surface,

• To reduce infiltration and
• Add a slope landscape with a nature theme

The success of slope stabilization depends on the type of use of

techniques and methods, perfect specifications, good construction and
maintenance work. During my internship at JKR Kemaman there are several
applications for slope protection carried out according to the "Standard
Specification for Road Work (Section 16: Slope Stabilization)". Various types
of protection methods as below:

i. Hydroseeding

Hydroseeding is a planting process that uses seeds. Seeds are put in

tanks, either truck- or trailer-mounted suction machines and sprayed on the
ground or slope slopes. Complete specifications with specific references to
control the quality of seedlings, applied formulas and spray rates, surface
preparation and pre-application tests are essential for successful slope
protection. Hydroseeding should be used within 14 days after the soil is
removed or added and the area where hydroseeding is spread should be free
of soft materials. To prevent the saplings from being damaged due to the
scorching sun, a watering method should be started every day.

• Hydroseeding Spraying Equipment

Water tank, engine / pump, mechanical power drive agitator and

nozzles (long range & close range).

Before determining the use of turfing or hydroseeding, the soil should

be inspected by its acid. Slopes containing mineral content which is iron
sulphide or black graphite shale or slate are in very acidic conditions (pH = 2
to 3.5) for plants. Some slopes can be covered by geocell that is by turfing or
hydroseeding, geniting, crib wall or others that fit the size depending on the
specific requirements for slope angle, location and so on.

37
ii. Gabion

Gabion is a cube shape built using wire mesh and designed as a cage
and filled using rocks of various sizes. Gabion is ideally built in places that
have a high ability to erode where plants are difficult to grow on slope
surfaces.

For dense slopes, it can drown, especially the flow of water flowing at
the foot of the slope, gabion mattress is suitable for use to produce good
protection at the foot of the slope.

Common gabion sizes available:

• Width - 1.2m
• Length - 1, 2 or 3m
• Height - 0.5 or 0.8m

Gabion must be made from a factory using iron wire according to BS

1052 and galvanized according to MS 407. Galvanized wire must follow as in
the table below.

Type of wire Min. diameter (mm)

Selvedge (perimeter) wire 3.50
Mesh wire 2.70
Tying and connection wire 2.20
Table 5.5: Wire specifications for gabion

Figure 5.5(a): Use of GI Pipe to stabilize gabion wall

38
 Figure 5.5(b): Gabion is arranged between the GI Pipes

iii. Slope Drains

A slope drain is installed to transport concentrated runoff from the top

of a slope to a sediment basin, ditch, or a channel, at the toe of the slope.
Water is collected above a disturbed slope (cut or fill) and directed to a
collection point at the inlet of the slope drain.

The use of the slope drain prevents accumulated runoff to flow over
slopes that are at high risk of erosion or slope failure. The discharge from the
slope drain should be directed into a stabilized water course, riprap, or
sediment basin.

• Important scopes in drain design are:

i. Type and size of drain (poured in-situ drains V and U are
selected, minimum size is 300mm for practical reasons)
ii. Gradient (should be between 0.3% to 5% with flow velocity of
1.2 m / s to 4m / s except for elevated drains.)
iii. The layout plan for the drain system includes details for the
reservoir and so on.

39
 Figure 5.5(c): Types of slope drain

Figure 5.5(d): Water movement of slope drain.

40
 CHAPTER 6

PAVEMENT WORK

6.1 INTRODUCTION

Pavement is a durable surfacing of a road, airstrip, or similar area.

The primary function of a pavement is to transmit loads to the sub-base and
underlying soil. Modern flexible pavements contain sand and gravel or
crushed stone compacted with a binder of bituminous material, such as
asphalt, tar, or asphaltic oil. A good pavement has enough plasticity to absorb
shock.

6.2 SCOPE OF TRAINING

During the training at JKR Kemaman, I was broadly exposed to the

pavement work especially during visiting and monitoring the project of
construction and completion of 6 lane road at Bandar Baru Kijal (Phase 2). I
was detailly briefed about the machinery involved, their function, specification
and how it works and observed the complete process of constructing new
flexible pavement.

6.3 EQUIPMENT

i. Road Cleaning Equipment

Immediately prior to applying bituminous tack coat, the full width of the
surface to be treated shall be swept using a power broom followed by a

41
compressed air blower, and if necessary, scraped using hand tools, to
remove all dirt, dust and other objectionable materials.

Figure 6.3(a): Power broom

ii. Asphalt Mixing Plant

The asphalt plant shall be either a batch plant or a drum mix plant or a
continuous mix plant of recognized manufacture. It shall conform to the
requirements described hereunder. The mixing plant shall have a capacity
suited to the Works and sufficient to enable the paver to operate more or less
continuously when paving at normal speeds at the required thicknesses. The
plant shall be to designed as to enable consistent production of asphaltic
concrete mixes within the tolerances prescribed in the specification.
Calibration of the plant to an accuracy of + 1% error must be carried out
before the production of the trial mixes. This calibration is to test the integrity
of all the weighing system of the storage bins and bitumen hopper. Calibration
is also required for the feeders to match the production capacity. Once the
calibration is set and mixes production commence, calibration procedures
shall be repeated every 30,000 tonnes or one month whichever is earlier.

iii. Tip-Truck

For transporting asphaltic concrete from the mixing plant to the paving
sites, a suitable number of tip-trucks is needed. The trucks shall have trays
with smooth, flat beds and sides, and shall have load capacities of not less
than 5 tonnes. Prior to loading, the inside of each truck tray shall be lightly

42
and evenly coated with a soap or detergent solution, or such other liquid to
prevent adhesion of the asphaltic concrete. The trucks shall be equipped with
covers of canvas or other suitable material to protect the asphaltic concrete.

Figure 6.3(b): Asphalt Mixing Plant

iv. Asphalt Paver

The asphalt paver shall be of recognized manufacture and shall

conform to the requirements described hereunder. The paver shall be self-
propelled and capable of reverse as well as forward travel. It shall be
equipped with a hopper at the front designed to receive the paving mix from
tip-trucks, and shall have a mechanical distribution system for spreading the
mix evenly and without segregation over the surface to be paved in front of a
screeding and compacting unit which shall be equipped with a suitable
heating device. The paver shall be capable of laying the bituminous mixture in
paving widths in the range 2.5 to 3.75 m and of finishing the pavement layer
true to the required lines, grades, levels, dimensions and cross-sections,
subject to compaction by rolling.

43
 Figure 6.3(c): Asphalt Paver

v. Rollers

A pneumatic tyred roller and two steel wheeled tandem rollers shall be
provided. However, a three wheeled steel roller may be substituted for one of
the tandem rollers if the S.O. shall so approve. All rollers shall be of
recognised manufacture and shall be approved by the S.O.

• Pneumatic Tyred Roller

The pneumatic tyred roller shall be self-propelled and capable

of being reversed without backlash; it shall be equipped with power
steering and dual controls allowing operation from either the left or
right side. The roller shall have nine wheels equipped with smooth
treaded tyres all of the same size and construction, and capable of
operating at inflation pressures of up to 0.9 N/mm 2. Five wheels shall
be on the driven axle and four on the steering axle, all equally spaced
on both axles and arranged so that the tyres on the steering axle track
midway between those on the driven axle with a small overlap. The
roller shall be equipped with water tanks, sprinkler systems and pads
of coconut matting to keep all tyres evenly wetted during operation.
The roller shall be equipped with means of adjusting its total weight by
ballasting so that the load per wheel can be varied in the range 1.0 to
2.0 tonnes. In operation, the ballasted weight and the tyre inflation
pressure shall be adjusted to meet the requirements of each particular
operation. Each tyre shall be kept inflated at the specified pressure
such that the pressure difference between any two tyres shall not
exceed 0.04 N/mm2.

44
 Figure 6.3(d): Pneumatic Tyred Roller

• Steel Wheeled Tandem Roller

The steel wheeled tandem roller shall be self-propelled and

capable of being reversed without backlash; they shall be equipped
with power steering and dual controls allowing operation from either
the left or right side. The roller shall be equipped with water tanks,
sprinkler systems and scraper blades to keep all wheels evenly wetted
and clean during operation. Each steel wheeled tandem roller shall be
ballasted so that its total operating weight is in the range 8 to 10
tonnes and its driven roll (or rolls) shall exert a rolling force of not less
than 3.5 tonnes/metre of roll width.

Figure 6.3(e): Steel Wheeled Tandem Roller

45
6.4 CONSTRUCTION METHODS

Asphaltic concrete paving work shall only be carried out in dry weather when
the surface to be covered is clean and dry, and has received a bituminous tack coat
which shall have achieved a satisfactory degree of tackiness. All laying, rolling and
finishing works shall be carried out during daylight hours, unless the Contractor shall
have provided suitable flood-lighting for the job site.

i. Surface Preparation and Cleaning

Prior to constructing an asphaltic concrete pavement layer, the

surface to be covered shall have been prepared in accordance with the
appropriate specification. Notwithstanding any earlier approval of this surface,
any damage to or deterioration of it shall be made good before asphaltic
concrete paving work is commenced. If the surface to be covered is to be
provided with a bituminous tack coat, then this shall be applied all in
accordance with the provisions.

ii. Aggregate Handling and Heating

Each aggregate to be used in the asphaltic concrete mixes shall be

stored in a separate stockpile near the mixing plant. Stockpiles of sand and
other fine aggregates shall be kept dry using waterproof covers and other
means as necessary. In placing the aggregates in the stockpiles and loading
them into the mixing plant's cold aggregate feed bins, care shall be taken to
prevent segregation or uncontrolled combination of materials of different
gradation. Segregated or contaminated materials shall be rescreened or
rejected for use in the Works and removed from the mixing plant site. The
aggregates shall be fed into the dryer at a uniform rate proportioned in
accordance with the appropriate job mix formula. The aggregates shall be
dried and heated so that when delivered to the mixer they shall be at a
temperature in the range 150°C to 170°C.

46
 Figure 6.4(a): Aggregates Stockpile.

iii. Heating of Bitumen

The bitumen shall be heated so that when delivered to the mixer it
shall be at a temperature in the range 140°C to 160°C.

iv. Mixing Asphaltic Concrete

The mixing plant shall be so coordinated and operated as to
consistently produce asphaltic concrete mixes within the tolerances
prescribed in specification.

v. Transportation of Asphaltic Concrete

Asphaltic concrete shall be transported from the mixing plant to the
site of the paving works in loads of not less than 5 tonnes using tip-trucks.
Except where asphaltic concrete is to be hand laid, it shall be discharged
directly into the paver hopper, as required, from the tip-trucks. Care shall be
taken in the truck loading, hauling and unloading operations to prevent
segregation of the mix. During transportation, the asphaltic concrete shall be
protected from contamination by water, dust, dirt and other deleterious
materials. The temperature of asphaltic concrete immediately before
unloading from the truck either into the paver hopper or on to the road for
hand spreading shall be not less than 130°C (increased by 10°C for
penetration grade 60-70 bitumen). Any load which has cooled below the
specified temperature in the truck shall be rejected for use in the Works and
removed from the Site of the Works.

47
vi. Laying Asphaltic Concrete

Generally, each paving layer shall have a compacted thickness of not

less than twice the nominal maximum aggregate size of the mixture, and not
more than 100 mm. Where applicable, e.g. on superelevated sections and on
carriageways with cross-slope in one direction only, laying shall commence
along the lower side of the carriageway and progress to the higher side.
Laying shall not be carried out in a downhill direction along any section of
road.

As far as is practicable, laying shall be carried out using a paver.

Hand-casting of bituminous mix on to the machine finished surface shall be
kept to the practicable minimum necessary for correcting blemishes and
irregularities. In any areas inaccessible to the paver, laying shall be carried
out by hand methods using rakes, lutes and other hand tools.

All laying of bituminous mix shall be such that after compaction by

rolling the specified course or layer thickness and surface profile shall be
achieved. Care shall be taken to achieve a uniform surface texture free from
indentations, ridges, tear marks or other irregularities, and to prevent
segregation of the mix. At the commencement of initial rolling the temperature
of asphaltic concrete shall be not less than 120°C (increased by 10°C for
penetration grade 60-70 bitumen). Material which has cooled below the
specified temperature before laying shall not be used and shall be removed
from the Site of the Works. Temperature of asphaltic concrete in the paver
hopper should be check at regular intervals and before laying restarts after
each interruption of the paving operation.

As far as is practicable, the paver shall be operated continuously and

the supply of bituminous mix shall be regulated so as to enable continuous
paving. Transverse joints in a paving lane shall be kept to a practicable
minimum, and intermittent stopping and restarting of the paver shall be
avoided as far as is practicable. Care shall be taken that no bituminous mix is
placed on expansion joints at bridges, inspection covers for utilities ducts,
drainage and sewerage manholes and the like, and that catchpits, drainage
openings through kerbs, etc., remain properly open and serviceable. During
laying operations, such areas and openings shall be protected by suitably
shaped and secured boards or other materials, and compaction of mix in the

48
 immediately surrounding or adjacent areas shall be completed by hand
methods. Alternatively, bituminous mix shall be laid and compacted by hand
methods as necessary around surfacing discontinuities of these types.

vii. Construction Joints

Existing bituminous surfacing which new bituminous mix is to adjoin

shall be cut back to present a straight, vertical edge not less than 25 mm
deep and a smooth transition section not less than 500 mm long against
which to lay the new material. The specified thickness of the new surfacing
shall be built up gradually from the vertical joint to avoid any bumps or ridges
across the carriageway. Where longitudinal or transverse joints are required
in a layer of bituminous mix under construction, the material first laid and
compacted shall be cut back to a vertical face for the full thickness of the
layer on a line before the adjacent area is paved. At all construction joints, a
thin uniform coating of bitumen emulsion of grade RS-1K shall be brushed on
to the vertically cut joint faces some 10 to 15 minutes before laying the next
section of bituminous mix commences to ensure good bonding. Also, all
contact surfaces of kerbs, gutters, manholes, catchpits, etc. shall be similarly
treated with a coating of bitumen emulsion before bituminous mix is placed
against them. Construction joints in a layer of bituminous mix shall be offset
from those in any immediately underlying bituminous layer by at least 100 mm
for longitudinal joints and at least 500 mm, for transverse joints. Construction
joints shall not be permitted along wheel paths.

Figure 6.4(b): Construction Joints

49
viii. Compaction of Asphaltic Concrete.

For each layer of asphaltic concrete, compaction by rolling shall

commence as soon after laying as the material will support the rollers without
undue displacement; nevertheless, the temperature of asphaltic concrete at
the commencement of rolling shall be not less than 120°C (increased by 10°C
for penetration grade 60-70 bitumen). Rolling shall not be continued when the
temperature of asphaltic concrete has decreased to 80°C or lower.

In any areas inaccessible to the rollers, proper compaction shall be

carried out using vibrating plate compactors, hand tampers or other suitable
means. Initial (or breakdown) rolling shall be carried out with an approved
steel wheeled tandem roller or three wheeled steel roller. The principal heavy
rolling shall be carried out with an approved pneumatic tyred roller
immediately following the initial rolling; the pneumatic tyred roller shall be
ballasted to an operating weight of not less than 15 tonnes and its tyre
inflation pressure shall be not less than 0.7 N/mm2. The final rolling shall be
carried out with an approved steel wheeled tandem roller and shall serve to
eliminate minor surface irregularities left by the pneumatic tyred roller.

All rollers shall operate in a longitudinal direction along the

carriageway with their driven wheels towards the paver. Rolling shall
generally commence at the lower edge of the paved width and progress
uniformly to the higher edge, except that where there is a longitudinal
construction joint at the higher edge, this shall be rolled first ahead of the
normal pattern of rolling. Generally, successive roller passes shall overlap by
half the width of the roller, and the points at which the roller is reversed shall
be staggered. However, when operating on gradients in excess of 4%, the
breakdown roller shall not pass over any previously unrolled mix when
operating in the downhill direction. In all cases, compaction shall be carried
out in such a manner that each section receives equal compactive effort.

The steel wheeled rollers shall operate at speeds of not more than 5
km/h and the pneumatic tyred rollers shall operate at speeds of not more than
8 km/h. No roller or heavy vehicle shall be allowed to stand on newly laid
bituminous mix before compaction has been completed and the material has
thoroughly cooled and set. Rolling shall be carried out to achieve the
appropriate requirement as shown in Table 6.4.

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 Type of Pavement Layer Required Compacted Density

Wearing course 98-100% Marshall density

Binder course 95-100% Marshall density

Table 6.4: Requirements of compacted density for Asphaltic Concrete.

Care shall be taken to prevent over-compaction of asphaltic concrete.

Within 24 hours of laying and compacting the bituminous mix, the Contractor
shall cut core samples of not less than 100 mm nominal diameter at locations
selected by the S.O. The rate of sampling shall be one sample per 500 m2 of
mix laid, but not less than two samples for the work completed in each paving
session. These core samples shall be used by the S.O. to determine the
thickness of the compacted layer of mix and the compacted density of the
material in accordance with either ASTM Test Method D 1188 or ASTM Test
Method D 2726, whichever is applicable.

ix. Finished Asphaltic Concrete

Asphaltic concrete binder and wearing courses shall be finished in a

neat and workmanlike manner; their widths shall be everywhere at least those
specified or shown on the Drawings on both sides of the centre-line; the
average thickness over any 100-metre length shall be not less than the
required thickness, and the minimum thickness at any point shall be not less
than the required thickness minus 5 mm. The top surface of asphaltic
concrete binder and wearing courses shall have the required shape,
superelevation, levels and grades, and shall be everywhere within the
tolerances specified in specification.

x. Opening to Traffic

Asphaltic concrete shall not be opened to traffic until compaction has

been completed and the material has thoroughly cooled and set. This will
usually be not less than four hours after the commencement of rolling. Where
it is necessary to allow earlier use of the finished surface to facilitate the
movement of traffic, vehicles may be allowed to run on the work after rolling
has been completed, provided that speeds are restricted to 30 km/h or less
and sharp turning movements are prohibited.

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 CHAPTER 7

RECOMMENDATIONS

7.1 To the Organization

1. Provide good safety equipment to students while on site

Although students are covered by insurance from the university and

have a green card (CIDB), the organization must provide safety equipment on
site to ensure that students are always in a safe condition and not exposed to
danger.

2. Prepare training schedule

The management of the organization wants to provide training and

planning schedules to students before a student comes to undergo industrial
training, this is because if a planning plan for students has been made it helps
students to manage a good time during the training for 10 weeks.

3. Provide allowances

Some organizations do not provide allowances to practical students

especially government rather than private organizations. In my opinion,
organizations need to provide allowances to students because it can provide
benefits to students such as bearing travel costs, and so on. It also affects
students such as a lazy attitude to work, lack of diligence and lack of
discipline. If students are given an allowance, students will be more
appreciated for all the work done.

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7.2 To the Department of Civil Engineering and Industrial Training Management
UiTM

1. Increase the period of industrial training

The management of industrial training is expected to increase the time

period of industrial training, this is because the period of 10 weeks students
undergo industrial training is not enough to gain a lot of knowledge because
students are given a short period in adapting in the organization. It is hoped
that the parties involved can consider this proposal.

2. Add weekly summary sheets to the log book as well as amend the
frequency of supervisor endorsements of the logbook to weekly.

Propose the provision of space for weekly activity summaries to make

it easier for supervisors to review and sign student activity log books and
ease students in writing technical reports. It also eases the faculty supervisor
in reviewing the activities done by the students.

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 CHAPTER 8

CONCLUSION

Industrial training is one of the best steps for students to gain and enhance
students' knowledge related to the real working environment. Every student who
undergoes industrial training has the opportunity to practice the theories they have
learned at university and be able to relate and practice both theoretical and practical
knowledge in solving problems to produce an excellent quality of work.

During this industry training, I have faced a variety of people behaviours. I

was able to sharpen my soft skill in communication by communicating with other staff
from a wide range of ages and ranks and experience level. Other than that, I learn
how to adapt with the new surroundings in order to maintain the work environment
more enjoyable and also enhance my self-esteem.

Finally, I would like to conclude that industrial training should be implemented

in any study program offered by the university to provide exposure and experience to
students so that they will be able to experience the real situation in the world of work.
Therefore, every student should take advantage of industrial training provided to
improve every weakness that exists, gain knowledge and experience as much as
possible and keep sharpening soft skills, especially communication skill.

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 REFERENCES

1. Company Profile. JKR Kemaman.

2. XX. Senior Assistant Road Engineer, JKR Kemaman.
3. Jabatan Kerja Raya Malaysia, Standard Specification for Road Works.
Cawangan Jalan, Ibu Pejabat Jabatan Kerja Raya Malaysia, Kuala
Lumpur.
4. Jabatan Kerja Raya Malaysia, Standart Speficition for Road Works
(Section 16: Slope Stabilisation). Cawangan Jalan, Ibu Pejabat Jabatan
Kerja Raya Malaysia, Kuala Lumpur.
5. “Portal JKR Kemaman” Jabatan Kerja Raya Web.
http://jkrkemaman.terengganu.gov.my

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